System for heating cars



(No Model.)

J. 'F. MOELRQY. SYSTEM FOR HEATING CARS.

Patented Sept. 3, 1-889.

Inven 10 r.

N. PEIERS mm-ummv Wuhinglun. D. Q

UNITED STATES PATENT OFFICE.

JAMES F. MCELROY, OF LANSING, MICHIGAN.

- SYSTEM FOR HEATING CARS.

SPECIFICATION forming part of Letters Patent No. 410,177, datedSeptember 3, 1889.

Application filed March 10, 1387. Serial No. 230,134,0- (No model.)

To all whom it may concern.-

Be it known that I, JAMES F. MCELROY, of Lansing, in the county ofIngham and State of Michigan, have invented new and useful Improvementsin Systems for Heating Cars; and I do hereby declare that the followingis a full, clear, and exact description thereof, reference being had tothe accompanying drawings, which form a partof this specification.

This invention relates to certain new and useful improvements inapparatus for utilizing exhaust or waste steam for heating pur= poses.

The invention is especially designed for heating railway-cars by meansof the exhauststeam from the locomotive when the latter is working, alsoby the employment of live steam from the locomotive when the latter isnot at work but is carrying steam, and also for heating a car when thesame is detached from a train by a hot-water circulation kept up byfire.

The invention consists in the peculiar construction of the variousparts, their arrangement with relation to each other, and theircombination with each other and with the parts of a railway-train, allas more fully hereinafter described and claimed.

Figure 1 is a side elevation of a locomotive, tender, and car, thelatter being in section. Fig. 2 is a detail elevation showing thereceiver for exhaust-steam and its connections with a trap in sectionfor removing the water of condensation. Fig.3 is a sectional elevationof the hot-water-circulating heater and its connections. Fig. at is anenlarged sectional detail showing the construction of the pressureregulator upon the exhauststeam receiver. Fig. 5 is a detail of anairvalve in section.

In the drawings which accompany this specification and form a partthereof, A represents alocomotive, B the cab, O the tender, and D arailway-car, all of the usual construction.

A is a metallic tank secured to any convenient part of the locomotive A,and is designed to receive the exhaust from the cylinders through apipe-connection B.

G is a pressure-regulator attached to the tank A, and is adapted tocontrol the ad- .mission of live steam to such tank when the inlet, andB the connection to the eXhaustreceiver tank A.

C" is a diaphragm secured in place on the top of the regulator-case bymeans of a cap E.

D is a valve located upon a stem E, such stem being secured to thecenter of the diaphragm in such manner that the distention or retractionof such diaphragm will actuate the valve D and compel it to close ordisclose its seat. This stein passes down through the bottom of the caseand through a suitable stuffing-box G, and has upon it a spiral springE, adapted to counteract the boiler-pressure through the inlet A on thediaphragm O, and consequently on the valve D. This spring should be soarranged as to be regulated to the pressure required.

II is a pipe connecting with the tank A, and is designed to convey thesteam from .suchtank to the cars to be heated through any suitableconnections which will join the ends of the pipe H to theend of the pipeH on the next car. Any of the known flexible hose-jointssuch as areemployed in steam or air brake systems may be employed. This pipe H Hmay be supplied with a trap or traps E through which the water ofcondensation escapes, or may be removed and discharged on the ground.This trap may be of any of the known constructions which will answer thepurpose. The one shown in section in Fig. 2 is constructed as follows: Achamber 0 has at its lower end a spider d, above which is situated avalveseat a, dis closing the entrance to the discharge-pipe.

fis another spider near the top of the cham her, and g is a float-valveupon the stem 71., for which the two spiders referred to form guides.When properly connected with the steam-pipe, the water of condensationwill fill the chamber, float the valve, and open the discharge.

ICO

D is a back-pressure or safety valve located in the pipe H for theescape of steam when the pressure in the pipes of the system reaches afixed point.

The pipe H takes the steam from the pipe H through the intermediateconnections and conducts it to the heaters, one of which is shown invertical central section in Fig. 3.

This heater is constructed as follows: A is a boiler having a furnace Efeed-door H and ash-pit 1. A flue F affords communication between thefurnace and the smokepipe G and passes through the boiler.

K is a pipe-coil passing through the water-space C of the boiler andsurrounding the flue. It is connected at its highest end with thesupply-pipe H through the branch L, while its lower terminal connectswith the pipe B, which leads to a trap, (not shown,) through which thewater of condensation is discharged.

0* is a pipe entering the lower end of the water-space of the boiler,and is connected with a pipe or pipes X,which is led about the car, asin all systems of hot-water circulation, and then is led back to aconnection with the boiler near the upper end of the Waterspace thereof,as shown at D.

J is an air-valve located in the pipe B as shown. The construction ofthis valve is better shown in detail at the right of Fig. 3.

In practice, the apparatus being arranged in place and connectedsubstantially as described, and the train in motion, the exhauststeanlenters the receiving-tank and passes through the pipes H and H into thecoil K in the boiler. This boiler being filled with water, the steamsoon raises the temperature of the water to set it in motion andestablish a circulation through the car, which will be kept up so longas the engine is running and furnishing exhaust-steam. Should the trainnot be in motion from any cause for a length of time sufficient to allowthe car to become too cold, the engineer will by the means describedadmit live steam to the pipe H, and this will be cut off as soon as thelocomotive goes to work again and furnishes exhauststeam.

Occasion might require that the car be heated when not connected so asto get either live or exhaust steam from the engine. To meet thisexigency, the boiler is constructed, as described, with a furnace,feed-door, &c., so that it may be used with a fire.

No claim is herein made to the combination, with a car, of a system ofcirculatingpipes within said car, and two heaters, both in operativecontact with said circulating system or branches thereof, and adapted tobe operated simultaneously or separately for imparting heat thereto,this being claimed inmy application, Serial No. 230,339, filed of evendate herewith and at present in interference.

What I claim as my invention is The combination, with the locomotive andthe tank A, secured thereto and connected at one end with the exhaustand at the other with the live-steam space of the locomotiveboiler, of ahot-water-circulating heater, a pipe H H, connected with said tank andheater, a pressure-regulator in the connection between the tank and thelive-steam space, and a safety-valve in the pipe H, substantially as andfor the purpose specified.

JAMES F. MOELROY.

WVitnesses:

L. C. BUTLER, LUTHER ANDERSON.

